bayley



G. W. BAYLEY.

GAS ENGINE.

APPLICATION FILED IAN.2. I9I2.

Patented Aug. 8, 1916.

Lws.

2 SHEETS-SHEET l.

INVENTGR @i WMM) `WITNESSES:

G. W. BAYLEY.

GAS ENGINE.

APPUCATION FILED 1AN.2,1912.

2 SHEETS-SHEET 2- Patented Aug. 8, 1916.

INVENTGR WITNESSES.

GEORGE WILLIAM BAYLEY, 0F NEW YORK, N. Y.

GAS-ENGINE.

Specification of Letters Patent.

Patenten Aug. s, rete.

Application led January 2, 1912. Serial No. 669,073.

To all whom may concern.'

Be it known that I, GEORGE WILLIAM BAY- LEY, a citizen of the UnitedStates, residing in the borough of Brooklyn, county of Kings, city andState of New York, have invented certain new and useful lmprovements inGas-Engines, of which the following is a specification.

This inventiony relates to gas engines, particularly of the explosivetype, and aims to provide certain improvements therein.

rlhe invention is more particularly directed to explosive engines of thetwo-cycle type, although in some features it may be utilized inconnection with four-cycle engines. r

The principal object of the invention is to improve the efliciency ofthe engine and its economy in running. To this end l provide aconstruction in which all of the operations of the engine are positivelycontrolled by simple means which are not liable to get out of order. lalso provide a means by which the incoming explosive mixture may be fedinto the cylinder at any desired pressure, thereby improving thescavenging of the engine and decreasing the amount of spent gases in themixture. l( also provide a construction in which the incoming gases aregiven a preliminary compression by the piston, so that it is notnecessary to provide an inclosed crank case.

ln the preferred construction of my device the power piston is providedwith an additional active face which draws in the explosive mixture fromthe carbureter and compresses it to any pression chamber, from which itis released into the engine cylinder at the proper moment. ln engines ofthe two-cycle type the admission and exhaust ports to the power cylindermay be controlled by the power piston as heretofore, but the admissionand exhaust ports to the compression cylinder are controlled by slidingshutter valves which receive their movements from the crank shaft.

Other features of invention will be hereinafter more fully pointed out.

In the drawings which illustrate several forms of my invention asapplied to a twocycle engine,-Figure l is a central vertical section ofa' single cylinder engine. Fig. 2 is a horizontal section taken on theline 2-2 in Fig. l. Fig. 3 is anelevation of one of the shutter valves.Fig. 4 is a pers] :ctive view of the inner side of thcompre tionchamdesired degree in `a com,

ber. Fig. 5 is a horizontal section of a twocylinder engine, embodyingthe invention.

Fig. 6 is a section of a four-cycle engine, embodying the invention.Referring first to Figs. 1 4 of the drawings, it is to be noted that Ihave illustrated an engine of a two-cycle type having a single cylinder,although it is obvious that las many cylinders may be employed as arefound desirable for the particular horsepower to be developed.

ln the drawings A indicates the casing of the engine, the upper part ofwhich is bored to form a power cylinder B and the lower part acompression cylinder C. rlhe piston D is constructed with a power face Eand a compression face F,;being suitably packed in the two places shown.l prefer also to` provide a split packing ring or rings E for the powerpiston, which rings have a normal tendency to contract, and instead ofbeing connected with the piston are connected with the cylinder by aretaining ring E2 which is shown'as screwed to the cylinder. rlfheeffective area of the compression face F of the piston may bear` ,but lprefer that it shall the outer piston, be somewhat larger. ln otherwords, the

bearings formed in the any relation to the face of is connected as usualwith the The explosive mixture is drawn into the compression space `Cthrough a suitable passage J from the carburetor or other source ofsupply, through a port hole K, during the downward stroke of the piston.During the upward stroke it is forced outwardly through a similar portholelL into a compression chamber M where it is held compressed untilthe piston reaches a point near the\end of its next downward movement,whereupon the power piston opens the inlet port N leading from thecompression chamber M tothe power cylinder B, thus filling the latterwith fresh mixture and driving the spent gases out through the exhaustport An important feature ofthe invention 1s the construction of thevalves for controlling the inflow of mixture into the compressioncylinder C, and the outflowof mixture from the compression cylinder intothe compression chamber M. rlfhese valves, according to the preferredform of my invention, arel to form a flat bearing surface or bed for thevalves, and'to this bed is bolted a plate b which is recessed to receivethe valve. In the construction shown this recess is open at its lowerend so that the valve may be in.- serted from beneath and slide up anddown through the opening. The plate b on the inletC side is providedwith an opening which forms a part of the inlet port K and on the outletside with an opening which forms a part of the outlet port L leading tothe compression chamber. The plate b on the inlet side may convenientlyform a part of the pipe J leading from the carbureter while the plate bon the outlet side may conveniently form a part of the chamber M.

Each of the valves P IP is connected at its lower end with a valve rod.R which is shown as extending through the engine casing and as beingprovided with a ball c which engages a cam S or S mounted on the crankshaft. Each rof the valves is shown as provided with a collar dextending around a pin or stud e, a spring f surrounding each of thepins and pressing against the collar d. The cams S S andv springs fconstitute in the construction shown the means for moving the valves.

The cams are so shaped that the inlet valve P opens when the piston isat or near the top of its stroke and remains open until it is near theend of its stroke. Thereupon it closes and the outlet valve P opens. Asthe piston rises the mixture drawn into the compression cylinder C isforced into the` compression chamber M until the piston reaches nearlythe top of its stroke -when the valve P closes. By means of thisconstruction I am enabled to entirely avoid the use of puppet valveswhich are noisy in their action and which arey subject to excessivewear. Moreover I am enabled to provide an engine in which all automaticcheck valves are avoided. Such valves, being operated by pressures(usually assisted by springs) are uncertain in action, easily becomingclogged, and often sticking to their seats. By my present constructionthe pressures against the valves are at right angles to their paths ofmovement so that they are not hammered against their seats by thepressures, andsuch ^valves are positively actuated so that there is noliability of clogging or sticking.

When the invention is employed in connection with a two-cycle engine, towhich it of the cylinder.

particularly relates, 'the compressed mixture in the chamber M flowsunder pressure into the power cylinder B when the piston E uncovers theinlet port N.

It will be noted that little clearance is present in the compressioncylinder C when the piston is at the top of its stroke, so thatpractically all of the mixture which is taken into the compressioncylinder is forced into the compression chamber M. By a properproportioning of the compression cylinder andthe compression chamber awide range of pressures may be obtained in the compression chamber. Bythis means the mixture may be introduced into the power cylinder underconsiderably higher pressures than are possible with the present type oftwocycle engine, wherein a large clearance is necessarily present in thecrank case. The usual preliminary compression given in the present typeapproximates 6 pounds, and this pressure is all that is available indriving out the spent gases when the exhaust port is open. According tomy invention this pressure may be very materially increased so that thegases enter into the power cylinder with a momentum not no-w attainable,thus much more effectually driving out the spent gases. properarrangement of the inlets and exhaust ports the fresh mixture retainedin the cylinder after the exhaust port is closed may be of higherpressure than is now common, so that the engine in fact receives notonly a better mixture, but one of higher initial compression. l ,Y

An important feature ofthe invention is the provision of means wherebyback-firing into the compression chamber is avoided.

,The means I prefer to employ for this pur- In addition to this by a vto a point nearly Hush with the interior wall in their supporting plateV (which may conveniently form a part of the plate b) that the mixturecannot be forced between the tubes. Hence any ignited gases must passthrough the full length of the tubes in order to reach the interior ofthe compression lchamber M. This they cannot do against The tubes are somounted.,

ders C yC to the compression chambers are arranged on opposite sides ofthe cylinders, being designated by the reference letters P4 P5. 1n thisconstruction the compression chambers M M2 are preferably in the form ofmanifolds which lead quarter way around the cylinders as shown, so thatthe inlet passages N N2 to the power cylinders, instead of beingimmediately above the shutter valves, are displaced around thecylinders. The exhaust passages O 02 are preferably arranged opposite tothe inlets N N2. r1`hese passages are shown as numerous in order that afree exhaust may be obtained.. Preferably`the sides of the cylinders arefaced off to receive the exhaust connections U4 which are bolted to thecylinders, the eX- haust being led to the point of delivery by exhaustpipes 05. rlhe inlets N N2 and the exhaust passages O @2 are in practicearranged above the plane of the valves P2 P3 P4 and P5. '1n F ig. 5 theyare shown for clearnessin the same horizontal plane.

1t will be apparent that my improve valves may be used to control thedirect inlet and exhaust to the cylinder of a gas engine, in which casethey are of most value in connection with engines of the four-cycle type1n Fig. 6 of the drawings 1 have illustrated one form of the inventionas applied to an engine of this type. lin this ligure 2 indicates thecrank shaft, 3 the piston and i the engine cylinder. The shutter valves5 and 6 are arrangedto slide along the exterior of the. casing tocontrol inlet and outlet ports 7 and 8 respectively. Each of the valvesis inclosed in a housing 9 which is preferably provided with a stuffingbox 1Q through which the valve rod`11 extends.1 Each of the valve rodsis surrounded by a spring which tends normally to move the valvedownwardly while the upward movements are effected as shown by cams 12,13. Preferably these cams are fixed to large gearS 14, 15 which turn onxed studs 16, 17 connected in any suitable manner tothe-engine cylinderor frame. rllhe gears 14C, 15 receive their motion from small gears18,19keyed to the crank shaft. for operating the valves can be adopted.

The valves 5 and 6 may be in the form shown in Fig. 3, or may beimperforate as shown in lFig. 6, their housings 9 and the outer face ofthe cylinder upon which they move being accurately fitted to the valvesso that there is no substantial leakagen The cams or their equivalentsare so shaped as to produce the requisite movements of the valves in afour-cycle engine, which construction of cams is too n wellknown torequire'illustration.

lt will be seen that by my invention ll provide a construction of enginewhich is practically noiseless in so far as the opera- @bviously othermeans controlling said ports,

tion of the engine is concerned, and in which the intake and exhaust arecontrolled by positively actuated valves which when closed receive thepressures at substantial right angles to their paths of movement.

It will also be seen that my invention provides an engine of increasedefficiency in that the exhaust gases are more completely. expelled and aricher and better mixture is obtained.

While l have described in detail one form of the invention, it is to beunderstood that ll do not wish to be limited thereto, since variouschanges can be made therein without departing from the invention.

What 1 claim is 1. r1`he combination in a two cycle engine, of a powercylinder, and a compression cylinder, a power piston and a compressionpiston, a compression chamber, a crank shaft, an inlet to saidcompression cylinder and an outlet from said compression cylinder intosaid compression chamber, said ind' let and outlet being locatedsubstantially in a plane with said crank shaft,.slide valves controllingsaid inlet and outlet, and actuating means therefor on said crank shaft,said valves having projections directly engaging said actuating means.

2. r1`he combination in a two-cycle gas engine of a plurality of powercylinders, a plurality of compression cylinders, a plurality of'pistons,each having a power face and a compression face, inlet ports to thecompression cylinders, said inlet ports being arranged on adjacent sidesof the cylinders, outlet ports from said compression cylinders, saidports being arranged on opposite sides of the cylinders, sliding shuttervalves controlling said ports, an inlet port to each power cylinder, anda compression chamber for each power cylinder leading from they outletfrom said compression cylinder to said inlet port.

3. 'llhe combination in a two-cycle gas engine of a plurality of powercylinders, a plurality of compression cylinders, a plurality of pistons,each having a power face anda compression face, inlet ports to thecompression cylinders, said inlet ports being arranged on adjacent sidesof the cylinders, outlet ports from said compression cylinders, saidports being arranged on opposite sides of the cylinders, sliding shuttervalves an inlet port to each power cylinder, and a compression chamberfor eachpower cylinder leading from the outletfrom said compressioncylinders to said 'inlet port, said compression chamber beingconstructed in the form-of a manifold and leading substantially iquarter way around the cylinder.

4. lin a gasolene engine, the combination lll@ of a working` cylinder,a. pistonr therein, an..

Ifuel-charge receiving chamber, said compressing cylinder being adaptedto empty into said receiving chamber, and said receiving chamber beingadapted to empty into said working cylinder, said piston controlling theadmission from said receiving chamber to said Working cylinder, and apower operated valve controlling the admission from said compressingcylinder to said receiving chamber, said valve being located in a planepassing through the axis of the main shaft of the engine.

5. In a gasolene engine, the combination of a working cylinder, a pistontherein, a

.fuel-charge compressing cylinder, and a fuel-charge 'receiving chamber,said compressing cylinder being adapted to empty into said receivingchamber, and said receiving chamber/y being adapted to empty into Saidworking cylinder, said piston controlling the admission from saidreceiving chamber to said working cylinder, a power plane passingthrough the aXis of the main shaft of the engine.

In witness whereof, I have hereunto signed my name in the presence oftwo subscribing witnesses.

GEORGE WILLIAM BAYLEY'.

Witnesses:

THOMAS F. WALLACE, FRED WHIT.

